Electrical rail switch and control system



Dec. 26, 1967 F. W. ALBERTSON, JR, ETAL ELECTRICAL RAIL-SWITCH AND CONTROL SYSTEM Original Filed Nov. 2, 1962 INVENTORS FRED w. 'ALBERTSON, JR. FRED w. ALBERTSON, sR;

JIM. 4

ATTORNEYS United States Patent 3,360,645 ELECTRICAL RAIL SWITCH AND CONTROL SYSTEM Fred W. Albertson, Jan, and Fred W. Albertson, Sr., both of 3753 Jenifer St. NW., Washington, DC. 20015 Original application Nov. 2, 1962, Ser. No. 234,993, now Patent No. 3,219,816, dated Nov. 23, 1965. Divided and this application May 28, 1964, Ser. No. 377,448

1 Claim. (Cl. 246-219) This application is a division of copending application Ser. No. 234,993, filed Nov. 2, 1962, now US. Patent 3,219,816.

This invention relates to railroad switches and control systems and more particularly to novel rail switches and control systems particularly adapted for use with model trains.

Various types of train actuated railroad switches have been known for many years. Among these may be listed the pressure switch, magnetic switch, resistance switch, impact switch, the frog switch, current switch and the rail switch. Each of these possesses certain advantages and disadvantages for use with model or toy trains. Perhaps the simplest and most reliable heretofore proposed has been the rail switch, which relies for its operation on the completion of a control circuit through a conductive element carried by the train.

The present invention relates to an improved rail switch particularly suited for double rail tracks which assures reliable and complete actuation of a control device such as a relay or the like. Additional features of the invention include novel control systems incorporating the improved rail switch which may be operated from either an AC or DC track power supply or by a separate AC or DC power supply. An important feature of the present invention is the provision of a novel rail switch producing a pair or more of spaced pulses for actuating a control circuit.

An object of the present invention is to provide a novel control system for railroads.

Another object of the present invention is to provide a novel rail switch and control system for model or toy railroads.

These and further objects and advantages of the invention will be more apparent upon reference to the following specification, claims and appended drawings wherein:

The single figure of the drawing shows a through train priority system constructed in accordance with this invention.

The drawing shows a through train priority system for side-tracking a slow freight train to permit a faster passenger train to pass it instead of being held up. In the drawing, the track 244 is provided with a siding 246 which siding is joined to the track 244 at each end by switches shown as dashed line boxes 248 and 250. Siding 246 is provided with an isolated short section of track 252 and with a rail switch 254.

Track 244 includes rail switches 256 and 258 preceding the siding and a third rail switch 260 beyond the siding. In the explanation, it is assumed that the trains transverse the main track 244 and the siding 246 in the direction of the arrows illustrated in the drawing.

Terminal 198 of the control source is connected to the track 244 by way of lead 262. Rail switch 256 is connected to the stepper winding 234 of stepper switch 230 by way of lead 264. Similarly, lead 266 connects the re cycle winding 236 of the stepper switch to rail switch 260 beyond the right hand end of the siding.

Switch 248 for the siding is provided with a pair of coils 268 and 270. The former acts to throw the switch so that a train approaching on track 244 passes onto the siding ICC while the latter coil 270 acts as a straight-through coil and returns the switch 248 to its initial position so that a train approaching on track 244 passes the siding and continues along the track. Siding coil 268 is connected to rail switch 258 in the main track while the straight-through coil 270 is connected to rail switch 254 in the siding. Switch 250 may be of any desired construction and may be manually manipulated.

In operation, it is assumed that there is a slow freight followed by a faster passenger train approaching rail switch 256. The passenger train is being detained by the slow speed of the freight and since passenger trains normally have priority over freights, the freight must be sidetracked and the passenger train allowed to proceed. When the metal wheels of the freight train locomotive and tender pass over the rail switch 256 each metal wheel steps the stepper switch once and if the freight is provided with four metal wheels on one side, the stepper switch steps to position 4 with the wiper connected to the common terminals 238. This indicates that the approaching train is a freight train.

Slightly more than one train length beyond rail switch 256 is a second rail switch 258. When the locomotive of the freight passes over rail switch 258 with the wiper 232 in position 4, coil 268 is energized and switch 248 moves to direct the freight onto the siding 246. The freight proceeds onto the siding slightly further than one train length and then engages rail switch 254 actuating coil 270 from control terminal 192 so as to return switch 248 to its original position. The freight train then passes on until its locomotive engages isolated track section 252. Since no power is applied to this isolated section, the freight train stops on the siding.

Since switch 248 has been returned to its initial position by coil 270 the passenger train now approaching passes by the siding and continues down the track 244. The metal wheels of the passenger train add their count to the count of the freight train so as to rotate wiper 232 into engage ment with one of the common contacts 240, and the passenger train does not activate the switch 248. When the passenger train reaches rail switch 260 beyond the siding, after its last car has cleared switch 250, rail switch 260 acts to pulse recycle winding 236 so as to return the stepper switch to its zero position.

Release of the freight train from the siding may be either manual or automatic and switch 250 may be either a normal or spring return type switch. DC track power supplied to the track elements is conventional and is not illustrated in the drawing.

It is apparent from the above that the present invention provides a novel simplified rail switch and improved control systems for railroad trains, particularly suited to H0 model railroads. The novel control system of the present invention may be energized by either AC or DC having a common terminal with the HO track power supply and if desired the control circuit may be energized directly from the DC HO power supply. Although the system in the drawing illustrates a rail switch constructed in accordance with FIGURE 1 of US. Patent 3,219,816, it is apparent that the rail switches of these systems may, if desired, be constructed in accordance with the embodiment of FIGURE 2 of that patent. While particularly suited for use in two track systems, the rail switch of this invention may be used in systems involving more than two tracks.

The invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description,

. 3 r and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:-

A through train priority system comprising a main track, a siding, first and second switches coupling opposite ends of'said siding to said main track, said siding including a rail switch and insulated section of track adjacent said second switch, said first switch including a pair of actuating coils for throwing said first switch in opposite directions, a control source, a first rail switch in said main track adjacent said first switch, a stepper switch having a first set of contacts and having stepper and recycle windings, said first rail switch and said stepper switch contacts coupling one of said actuating coils to said source, a second rail switch in said main track preceding said siding coupling the stepper winding of said stepper switch to said source, and a third rail switch in said main track beyond said siding coupling the recycle winding of said stepper switch to said source.

References Cited UNITED STATES PATENTS 3/1930 Koerber 246255 X 6/1932 Creter 24631 5/1937 Haupt. 6/1939 King 2462l9 X 5/ 1940 Bonanno 246-219 8/1942 McKeige et al. 2462l9 8/ 1964 Wherry 246255 X 9/1962 Phelps 246182 4/ 1963 Kaehms 246247 X 12/1965 De Priest 246169 FOREIGN PATENTS 7/1934 Great Britain. 10/ 1932 Germany.

5/ 1962 Great Britain.

0 ARTHUR L. LA POINT, Primary Examiner. STANLEY T. KRAWCZEWICZ, Examiner. 

